NTSB Factual Report

HISTORY OF FLIGHT

On August 17, 1996, about 1215 eastern daylight time, a Cessna 172H, N8016L, collided with a light pole, a bridge, and the water at St. Petersburg, Florida. The airplane was operated by the pilot/owner under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed. A flight plan was not filed for the personal flight. The commercial pilot, the sole occupant, was fatally injured and the airplane was substantially damaged. Origination of the flight was the Clearwater Air Park, Clearwater, Florida, at an undetermined time.

According to the local police report, witnesses observed the airplane about 500 feet above Tampa Bay with the engine stopped. The airplane glided toward a fishing pier adjacent to the Sunshine Skyway Bridge. The police report indicated that the witnesses believed the pilot was attempting to land on the fishing pier when the airplane struck a light stanchion with the left wing, collided with the bridge guardrail, then fell into the bay.

A Special Airworthiness Certificate had been issued to the owner/pilot on August 16, 1997, to ferry the airplane from Clearwater Airpark, Clearwater, Florida to the Airport Manatee, Palmetto, Florida. According to a mechanic with inspection authorization, he had given the ferry permit and the aircraft logs to the owner at 1000 on Saturday August 17, 1996, to have them in the airplane when he flew to Airport Manatee for an annual inspection. When the owner/pilot did not arrive at Airport Manatee about 1300, the mechanic initiated inquiries and discovered that the accident had occurred.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane single engine, multi engine, helicopter, and glider ratings. His last rating was obtained on August 24, 1979. A pilot log, that contained sparse entries, was provided by the pilot's family. The first entry was dated March 30, 1977 and reflected a biennial flight review (BFR) on that date. Another entry in the pilot logbook indicated that 75 flight hours had been accumulated in 1980, while an additional entry reflected 40 flight hours accumulated in 1981. Additional entries indicated BFR flights in 1985, 1987, 1989, 1991, 1993, and a final entry of a BFR on August 1, 1995. The logbook did not contain a compilation of total flight hours.

He held a Class III medical certificate with a limitation requiring glasses for near vision. According to his family he was in good health and his activities included riding a motorcycle.

AIRCRAFT INFORMATION

The aircraft registration, that listed the pilot as the owner, was issued on July 6, 1992. The airplane logs were not located. Repair orders for the airplane were obtained from the mechanic who conducted the ferry inspection for this flight, and who had previously completed annual inspections of the airplane.

According to the mechanic, he had completed a power check of the engine on Tuesday before the accident. He did not move or fly the airplane at that time.

The first repair order examined was dated November 21, 1992, and reflected a disassembly of the same engine installed at the time of the accident. The repair order indicated the replacement of some internal parts plus the seals and gaskets. No flight hours or tachometer hour meter indication was listed on this repair order. A repair order dated December 7, 1992 indicated that the magnetos were timed to the engine and the engine was operated. This repair order did not list aircraft, engine, or tachometer time. A repair order dated April 1, 1993, indicated that an annual inspection was accomplished and was accompanied by an annual aircraft inspection report. The tachometer time was listed as 2726.99 hours. An additional repair order reflected an annual inspection on May 1, 1994, and was accompanied by an annual aircraft inspection report. The tachometer reading was listed as 2743.04, or 16.05 hours since the previous annual inspection. A repair order for corrosion inspection, dated December 28, 1994, listed the tachometer reading as 2750.74. The last repair order was dated July 11, 1995, and reflected an annual inspection. It was also accompanied by an aircraft annual inspection report. The tachometer reading listed on the last repair order was 2755.11 hours, or 11.07 hours since the last annual inspection, in 1994. The tachometer reading following the accident was 2761.46, or 6.35 flight hours since the last annual inspection, in 1995.

METEOROLOGICAL INFORMATION

Weather information is included in this report on pages 3 and 4, under the section entitled Weather Information.

WRECKAGE AND IMPACT IMFORMATION

The airplane came to rest in approximately 15 feet of water between the fishing pier and the Sunshine Skyway Bridge south of St. Petersburg, Florida. It was located about 30 feet north of the north perimeter of the fishing pier parking lot. A light pole on the pier's west side was bent over 90 degrees, so that it was parallel with the pier. There were brown and white paint transfer marks on the pole about four feet above the level of the guard rail. A metal guard rail for the roadway on the pier, adjacent to the light pole, also exhibited white paint transfer marks. The airplane's paint scheme was brown and white.

When the airplane was floated to the water's surface, it was noted that the engine cowling was damaged and the left wing was separated from the fuselage at the wing root. Subsequently, the airplane was towed to a boat ramp and removed from the water for examination.

The propeller spinner and propeller did not exhibit impact damage. The lower half of the cowling was disintegrated. The cockpit's occupied volume was not compromised. The seat belt for the left seat was fastened and the webbing cut through. A shoulder harness was not installed. A depression in the instrument panel over the center radio rack was noted. There were scrape marks on the radius of the fuselage left underside, and the left side of the tail cone.

The left wing, outboard of the flap, was mangled. The leading edge of the left wing at the outboard end was flattened, chordwise, and exhibited spanwise abrasions. The wing lift strut was still attached to the fuselage and separated from the wing. There was evidence of hydraulic bulging of the wing fuel tank The fuel tank cap was of the non-vented type. There was corrosion found on the underside of the left fuel cap.

The right wing was pulled away from the root, at the leading edge, but not separated. About four feet of the leading edge of the right wing at the tip was crushed aft. There was a compression fold in the right wing trailing edge, and the flap, at the wing root, consistent with aft displacement of the wing tip. The fuel cap was of the vented type. The underside of the cap and the fuel tank port exhibited corrosion stains. Fuel was not found in the right wing tank, which had been compromised. Rescuers commented to local law enforcement personnel that they received fuel burns while in the water removing the pilot from the wreckage.

The top of the vertical stabilizer and rudder was sheared off and the vertical stabilizer had compression buckles . The horizontal stabilizer and the elevator were essentially undamaged. The elevator trim tab was found about five degrees trailing edge up. Both flaps were extended about 20 degrees.

There was control continuity from the cockpit to the elevator, elevator trim, and the rudder. The aileron cable was separated showing necked down, splayed wires at the point of separation.

Water was removed from the engine and it was soaked internally with kerosene. Rotation of the engine produced thumb compression at each cylinder. The magnetos were correctly timed to the engine at 25 degrees before top center. Both magnetos were dried and found to produce a spark at each distributor output lead. The harness was water soaked. It was later tested, on October 2, 1996, at Lycoming's Williamsport engine manufacturing facility with a High Tension Lead Tester and found to have continuity. A used distributor harness was installed on the engine for testing. The Champion REM 40E spark plug electrodes had a medium brown coloration. The fuel system was examined and found to have continuity, with air being blown through it. The gascolator bowl was broken off, revealing a clean screen. The electric boost pump screen was found about 50% covered with scale and debris, and the drain cover was corroded. The carburetor bowl drain plug was found seized and the internal wrench hex was stripped. Removal of the carburetor bowl revealed an accumulation of hardened corrosion. The bowl was filled with sea water and evidenced a slight odor consistent with automotive fuel.

The engine was subsequently operated using the installed accessories and components, except for a dry distributor harness.

MEDICAL AND PATHOLOGICAL INFORMATION

A post mortem examination of the pilot was conducted by the Hillsborough County, Florida medical examiners office. A toxicological examination was conducted by the Federal Aviation Administration Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma. The report of the examination indicated that no ethanol or other drugs were detected.

ADDITIONAL INFORMATION

Following the investigation, the airplane wreckage was released to Donna Overton Qurollo. The pilot's log was also returned to Mrs. Qurollo.

NTSB Probable Cause

An engine malfunction for undetermined reasons. A factor was the pilot's selection of an unsuitable landing site.